Automatic throttle control apparatus for internal combustion engines



Aug. 13, 1957 E. o. ROGGENSTEIN ETAL 2,802,553

AUTOMATIC THROTTLE CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINES '6Sheets-Sheet 1 Filed March 1, 1955 Jay Ii l N V E N TO RS Edwin QRqgg ensiu'n, 20 Cos fans 11 vyemnos ATTO R N EY "Au 13, 1957 E. o.ROGGENSTEIN ET AL 5 AUTOMATIC THROTTLE CONTROL APPARATUS FOR INTERNAL.COMBUSTION ENGINES Filed much 1, 19.55 s Sheets-Sheet 2 INVENTORS Eda/a1.0. gen tan COSHIZS P0208 BY 5?? WM 0114/ ATTORNEY Aug. 13, 1957 E. o.ROGGENSTEIN ETAL 2,802,553

AUTOMATIC THROTTLE CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINES 3Sheets-Sheet 3 Filed March 1, 1955 yen gia'n C os Zas fiqelw n o s 44,ATTO R N EY lNVENTOR-S. Ida/a1 0. R06

AUTOMATIC THROTTLE CONTROL APPARATUS FOR INTERNAL COMBUSTION ENGINESEdwin O. Roggenstein, Stamford, and Costas Avgerinos, East Norwallr,Conn.

Application March 1, 1955, Serial No. 491,438

7 Claims. (Cl. 192-3) This invention relates to automatic throttlecontrol apparatus for internal combustion engines.

As manufactured today, most automobiles and trucks no longer areequipped with hand set means for feeding gas to an internal combustionengine but instead rely entirely upon a foot-operated gas feeding pedal.During long or sustained periods of driving an operators foot has atendency to become cramped or otherwise fatigued from constantlyapplying pressure to the gas feeding pedal, particularly when driving atconstant speeds on the open highways more so than when driving in heavyor congested trafiic.

The present invention is therefore particularly desireable and intendedfor long distance driving and its principle object is to relieve thedrivers of motor vehicles and the like from the necessity of manuallyfeeding gas for long periods of time.

The invention further contemplates the provision of certain safetyfeatures which enable a driver to stop the vehicle faster thanheretofore since the reflex and foot motion time is substantiallyreduced in applying the brakes.

Other objects of the present invention are to provide a throttle controlfor internal combustion engines which is automatically disengagedwhenever the vehicle brake pedal is operated; which is simple and ruggedin construction; safe and reliable in its operation; economical tomanufacture; and which can be quickly and conveniently installed uponvarious sizes and types of. internal combustion engines without alteringthe engines or the throttle linkage of such engines in any manner.

Other objects of the invention will be pointed out in the followingdescription and claims, and illustrated in the accompanying drawings,which disclose, by way of example only, the principle of the inventionand the best modes, which have been contemplated, of applying thatprinciple.

In the drawings:

Fig. 1 is a fragmentary side elevational view of an internal combustionengine the throttle linkage of which has one embodiment of the inventionconnected therewith.

Fig. 2 is a wiring diagram of the electrical circuit for the throttlecontrol mechanism illustrated in Fig. 1.

Fig. 3 is a. side elevational view of one form of the actuator unit andits relation to the ratchet pin which is carried by a part of thethrottle linkage.

Fig. 4 is an end elevational view of Fig. 3.

Fig. 5 is a detail isometric view of the three arm ratchet auditsrelease stud.

Fig. 6 is a side elevation of a modified actuator unit in which only one'electro-magne't or electrical actuator is employed.

Fig. 7 is a horizontal section of the actuator unit illustrated in Fig.6 taken on a plane indicated 'by the line 7-7 of Fig. 6.

Figs. 8 and 9 are-elevationa1 views of opposite ends of the actuatorshown in Fig. 6.

nitecl States Patent 0 Fig. 10 is a wiringdiagram of the electricalcircuit for the throttle controlunit shown in Fig. 6, and,

reasons presently made clear.

2,802,553 Patented Aug. 13, 1957 Figs. 11, 12 and 13 are side, plan andend views respectively of a modified ratchet in sector form.

Referring to the drawings in detail, and for the present particularly toFig. 1, reference numeral 10 generally indicates a portion of anyconventional internal combustion engine, 11 the engine block and 12 theengine head, the latter being secured to the block by the usual headedstuds 13 in the conventional and well known manner. A mixture of air andgasoline is fed to the engine 10 in varying amounts, depending upon thedesired speed or R. P. M. of the engine, by different settings of theusual butter-fly valve 14, and movement is imparted to this valvethrough the conventional throttle linkage indicated generally byreference numeral 15 and foot-operated accelerator or gas feeding pedal16. The throttle linkage 15 is normally urged to move the valve 14toward a closed or idling position by a spring 17, one end of which isattached to the bellcrank 18 forming a part of the throttle linkage andthe'other end of which is secured to a pin or stud 19 mounted upon theframe or cowl 20 of the vehicle.

With this conventional throttle arrangement the footoperated acceleratoror gas feeding pedal 16 must be depressed against the tension of spring17 when feeding gas to the engine, and as above stated, during longperiods of constant driving an operators foot has a tendency to becomecramped or otherwise fatigued from constantly applying this pressure tothe gas feeding pedal 16.

The automatic throttle control apparatus for eliminating the need forconstantly applying pressure to the footoperated gas feeding pedal 16,during long periods of driving, will now be described in detail.

As illustrated in Figs. 3 and 4, one embodiment of the automaticthrottle control apparatus comprises a sheet metal bracket 21 whichserves as the support for two electro magnets or actuators 22 and 23.The bracket is suitably mounted upon any convenient part of the engine,for example, the engine head 12 by one of the headed studs 13 in closeproximity to the throttle linkage 15, and particularly the rod 24 havingone end pivotally connected to the bellcrank 18 and its other endpivotally connected to the crank 25 that moves the butter-fly valve 14for reasons presently made clear.

The electro-magnet 22 will be hereinafter referred to as the setactuator and electro-magnet 23 as the release actuator. One end of thearmature or plunger 26, for the set actuator 22, is slotted to receivethe lower end of lever 27. This lever is pivoted between its ends upon apin 28 which is carried by a stud 29 mounted on one arm of the bracket21. The lower end of lever 27 is pivoted within the slot in plunger 26by a pin 30, and the upper end of said lever is pivoted to release stud31 by a pin 32 as best illustrated in Fig. 4. The reduced end 33 ofrelease stud 31 projects through an opening in bracket 21 forcooperation with one arm 34 of a three arm ratchet 35. The ratchet 35 isformed to provide a second arm 36 and a third or intermediate arm or dog37, and is pivotally mounted upon a stud 38 carried by the bracket 21,also clearly shown in Fig. 4. Rocking movement of ratchet 35, upon itspivot stud 38, is limited by a shoulder stud 39 on arm 34 operating in aslot 40 in bracket 21. The ratchet 35 is urged clockwise upon its pivotstud 38, as viewed in Fig. 3, by a spring 41. One end of spring 41 isanchored in a hole in arm 36 and its other end is connected to a springstud 42 which projects sidewardly from the bracket 21. The lower end ofarm 36 fits into the slotted end of plunger 43 and is forked or slottedat 36a to receive a pin 44 mounted in the plunger 43.

Referring now to Fig. 3 the top edge of arm or dog 37 is beveled asindicated at 45 for cooperative engagement withthe' teeth of a ratchetbar 46 in a manner and for The free end of ratchet bar 46 preferablyterminates in a rounded or pointed nose 47 and its other end is threadedfor connection with an car 48 on a clamping plate 49 by a nut 50. Theclamping plate 49 is rigidly attached to rod 24 of the throttle linkage15 for movement therewith by a clamping ,bar '51 and bolts 52 as bestillustrated in Figs. 3 and 4.

Referring-now to Fig. 2, which shows a schematic wiring diagram of theelectrical circuit for the throttle control mechanism of Fig. 3,reference numeral 53 indicates the conventional vehicle battery thepositive side of which isconnected to ground by conductor 54. Thenegative lead from coil 55, of set actuator 22, isconnected to thenegative side of battery 53 through con ductor 56, push switch 57,conductor 58, ignition switch 59 and conductor 69. The positive leadfrom coil 55 is connected to ground through conductor 61.

The negative lead from coil 62, of release-actuator 23, is connected tothe negative side of battery 53 through conductor 63, brake stop-lightswitch 64, conductor 60a and conductor 61). One side of the conventionalstoplight lamp 65 is connected to conductor 63 and the other side toground through conductor 66. The positive lead from coil 62 is connectedto ground through. conductor 67, switch 68 and conductor 61.

In order to describe the operation of the throttle control mechanism ofFigs. 1, 3 and 4 let be assumed that arm 34 of ratchet 35 is being heldin its counter-clockwise position beneath the reduced end 33 of stud 31against the tension of spring 41, which is the normal or inactiveposition illustrated in Fig. 3. With ratchet 35 thus held in itscounterclockwise position the beveled edge 45 of dog 37 is held clear ofengagement with the teeth of ratchet bar 46, and the setting of valve 14is completely under the control of the foot-operated gas pedal 16through the throttle linkage in the conventional manner.

Assume now that the driver of a motor vehicle, the engine or whichembodies the present invention, is driving at a speed of forty milesanhour and that he desires to maintain this engine speed without thenecessity of maintaining the required pressure upon the foot-operatedgas feeding pedal 16. This is accomplished by momentarily closing thepushbutton switch 57 which may be located on the instrument panel,steering column or any other convenient and accessible position near thedrivers seat. When the manually operated pushbutton switch 57 ismomentarily closed an electric circuit for the coil 55 of set actuator22 is completed. This circuit can be traced from Fig. 2 as follows: fromgroundto the positive side of battery 53 through conductor 54. From thenegative side of battery 53 through conductor 60, ignition switch 59,conductor 58, push switch 57, conductor 56, coil 55 and conductor 61back to ground.

When coil 55 is thus energized its plunger 26 is drawn into the setactuator 22 causing the lever 27 (Fig. 4) to be rocked counterclockwiseupon its pivot pin 28 which in turn withdraws the reduced end 33 of stud31 from holding engagement with the free end of arm 34. When arm 34 isfree or released by the stud 31, spring 41 acts to rock ratchet 35clockwise (Fig. 3) to engage the beveled edge 45 of dog 37 with theratchet pin or bar 46. This engagement of dog 37 with ratchet pin 46maintains the set position of throttle valve 14 without the necessity ofthe operator maintaining pressure on the accelerator pedal 16 as theclamping plate 49 (which supports the ratchet pin) is rigidly mountedupon rod 24 of the throttle linkage 15. Should the operator desire toincrease the driving speed from the assumed forty miles an hour to ahigher speed, for example fifty miles per hour, he merely depresses thefoot pedal 16 to further open the throttle valve 14 and when the desiredspeed is attained it will be automatically held by the engagement of thedog 37 and ratchet pin 46 since leftward (gas feeding) movement of rod24 (Fig. 1) permits the dog to ratchet past the teeth on ratchet pin 46in this direction but prevents the spring 17 from moving the pin 46 tothe n'gh t uritil the dog 37 is released from the ratchet pin 46.Stating it another way, once the push switch 57 is momentarily closeddog 37 is operatively engaged with the ratchet pin 46 and rod 24 canthereafter only be moved in a direction to open the valve 14 until thedog is subsequently disengaged from the ratchet pin to permit thetension of spring 17 to move the rod to the left or in a direction toclose valve 14.

As previously mentioned, application of the vehicle brakes causes thedog 37 to be released from holding engagement with ratchet pin or bar46. This is accomplished by closing an electric circuit to the releaseactuator 23. By again referring to the wiring diagram of Fig. 2 thiscircuit can be traced asfollows: from ground to the positive side ofbattery 53 through conductor 54. From the negative side of battery 53through conductors 60 and 60a, switch 64 (closed by brake pedaldepression), conductor 63, through coil 62, conductor 67, switch 68 andthrough conductor 61 to ground. It should be noted here that switch 68is normally open and that it is closed by the reduced end 69 of plunger26 when coil 55 is energized to release ratchet 35 and held closed byarm 34 blocking the reduced end of release stud 31, as shown in Fig. 5,until coil 62 is energized by closure of the brake operated switch 64.

Attention is now directed to a modified form of actuator unitillustrated in Figs. 11, 12 and 13 wherein a ratchet sector 146 isprovided instead of the ratchet pin or bar 46 previously described inconnection with Figs. 1, 3 and 5.

According to the present invention this sector is provided with a pivotpin 70 which projects outwardly from bracket 21 and an arcuate arm 71adjustably mounted thereon by bolts 72. Arm 71 is provided with ratchetteeth 73 which cooperate with the beveled edge 45 of dog 37 when the setactuator 22 is energized in the manner previously explained. Provisionis made for rocking the ratchet sector 146 clockwise regardless of thedirection in which rod 124 of the throttle linkage 15 is moved whenfeeding gas to the engine. For example, if rod 124 moves toward thefront of the car, when feeding gas to the engine as in Fig. 1, and thebracket 21 is mounted upon the cowl 20 with the sector disposed in ahorizontal plane, end 74 of the ratchet 146 is then connected to rod 124by a link 75 as shown in-Fig. 11. However, if the rod 24 moves in anopposite direction or towards the cowl 20 when feeding gas to theengine, then end 76 of the sector 146 is connected to rod 124 by thelink 75 as will be obvious from Fig. 11.

One advantage of the ratchet sector 146 over the ratchet pin or bar 46is that the relation of the teeth 73, relative to the dog 37, is thesame regardless of where or how the bracket 21 is mounted, and thissimplifies the mounting or installation of the actuator with respect tothe rod 124.

Another advantage of the ratchet sector 146 over the ratchet pin 46isthe adjustability of the arcuate arm 71 'which carries the teeth 73 forcooperation with the dog 37. It will be further apparent from Fig, 11that the teeth 73 are omitted from approximately one half of the loweredge of arcuate arm 71 so that by shifting the position of the arm withrespect to the sector 146 the relation of the teeth may be changedrelative to the dog 37.

Assume that the setting of arm 71 on sector 146 (Fig. 11) is such thatwhen the last tooth 73a engages the dog 37 the speed of the car will beforty miles per hour. With this assumption any higher speeds caused bymanual depression of the gas feeding pedal 16 for the purpose of passinganother car or climbing a steep grade will not be maintained by thesector but instead the highest speed automatically maintained for theassumed setting of the arcuate arm will be forty miles per hour or less.The top maintained speed may be raised or lowered as desired byadjusting or shifting the arcuate arm'71 upon the sector 146 as will nowbe clearly understood. a In Figs. 6 to .9 another modified form ofactuator unit is illustrated wherein only one electro-magnet isemployed. In this form of the invention the actuator preferablycomprises a sheet metal bracket- 121 which serves as the support for thesingle electro-magnet 77. The bracket may be suitably mounted on theengine head 12 by one of the headed studs 13 in a manner identically tothat above described in connection with the actuator shown in Fig. 1, soas to be close proximity to rod 2401? the throttle linkage 15. One endofthe armature or plunger 78 is slotted to receive arm 136 of ratchet 135,and the arm is normally held against a cross pin 79 by a lightcompression spring 80, the latter being received in a bore 81 of theplunger. One end of spring 80 seats against the arm 136 and its otherend seats against a second cross pin 82 as best shown in Fig. 7. Asecond spring 83, encircling the plunger 78, fits between the arm 64 ofbracket 121 and a washer 85 held against the pin 79 by the spring. Theforward end of plunger 78 carries a pin 86 which projects through thecenter of iron cap 87 of magnet 77 for cooperation with the switch blade88 of switch 89 when the magnet is energized for reasons present lydescribed.

The wiring diagram shown in Fig. is for the actuator illustrated inFigs. 6 to 9 respectively. When the manually operated push switch 57 ismomentarily closed an electric circuit to coil 155 of magnet 77 iscompleted. This circuit may be traced from ground to the positive sideof battery 53 through conductor 54. From ground through conductor 54,push switch 57, coil 155, conductor 56, normally closed brake-operatedswitch 164, conductor 53, ignition switch 59 and conductor 60 to thenegative side of battery 53.

When the circuit just described is completed, the plunger 78 is drawntoward the iron cap 87 thus compressing spring 83 and closing the airgap 90 between the end of the plunger 78 and cap 87; Ratchet 135 is thenrocked clockwise on its pivot 38 by spring 80 to engage the beveled edge45 of dog 37 with the teeth of ratchet pin 46. Also, pin 36 on plunger78 closes the switch89. As soon as the push switch 57 is closed thecurrent passing through coil, 155 is strong enough to; compress spring83, and when switch 89 is closed and switch 57 is opened the followingholding circuit for coil 155 is established as follows: from ground tothe positive side of battery 53 through conductor 54. From groundthrough conductor 91, switch 89, conductor 92, current limiting resistor93, conductor 94, coil 155, conductor 56, switch 164, conductor 58,ignition switch 59 and conductor 60 to the negative side of battery 53.

The current passing through the holding circuit just described for coil155 is sufiicient to overcome the tension of spring 83 and therefore thedog 37 is held engaged with ratchet pin 46 until such time as the brakepedal is depressed to open switch 164. As soon as switch 164 is opened,spring 83 rocks ratchet 135 counter-clockwise to withdraw the dog fromholding engagement with the ratchet pin 46.

It may now be pointed out that the actuator just described does not relyupon electric current for releasing the dog 37 from holding engagementwith the ratchet pin or bar 46, but instead operation of the brake pedalwill open the normally closed witch 164 to stop the current flowingthrough the holding circuit. This permits the dog 37 to rotatecounter-clockwise under the influence of spring 83 and out of holdingengagement with the ratchet bar 46.

While we have shown and described several particular embodiments of ourinvention it will be apparent to those skilled in the art of automaticthrottle control devices that numerous modifications and variations maybe made in the form and construction thereof, without departing from themore fundamental principles of the invention. We therefore desire, bythe following claims, to include within the scope of our invention allsuch similar and modified forms of the automatic throttle controlapparatus disclosed, by which substantially the results of the inventionmay be obtained by substantially the same or equivalent means.

The invention claimed is:

1. In a throttle control apparatus for an internal combustion enginehaving a fuel throttle valve, an accelerator pedal, throttle linkagebetween said accelerator pedal and said throttle valve, and means forlocking said throttle valve in any desired open position: theimprovement which comprises an electro-magnetic locking device whichincludes a toothed member connected to and movable with said throttlelinkage; a pivoted member biased toward said toothed member; anelectro-magnet including means for normally holding said pivoted memberdisengaged from said toothed member; an electric circuit including saidmagnet; and a normally open switch in said circuit which when closedeliect's closure of said circuit to energize said electro-magnet andrelease said pivoted member for holding engagement with said toothedmember substantially as described and for the purposes specified.

2. In a throttle control, apparatus for an internal combustion engineprovided with a fuel throttle valve, an accelerator pedal, throttlelinkage connecting said accelerator pedal and throttle valve, a brakepedal, and means for locking said throttle valve in any desired openposition: the improvement which comprises an electro-mechanical lockingdevice which includes a toothed member connected to and movable withsaid throttle linkage; a pivoted member adapted to be engaged with anddisengaged from said toothed member; a set actuator for effectingengagement of said pivoted member with said toothed member including anelectro-magnet; a release actuator for eifecting disengagement of saidpivoted member from said toothed memberv including an electro-magnet; anelectric circuit for the electro-magnet of said set actuator including anormally open manually operable switch; a second electric circuit forthe electro-magnet of said release actuator including a pair of normallyopen switches, one of which is closed by the electro-magnet of said setactuator and the. other of which is closed upon depression of said brake.pedal substantially as described and for the purposes specified.

3. In a throttle control apparatus for an internal combustion enginehaving a fuel throttle valve, an accelerator pedal, throttle linkagebetween said accelerator pedal and said throttle valve, and means forlocking said throttle valve in any desired position to which it isopened: the improvement which comprises an electromechanical lockingdevice which includes a toothed ratchet bar connected to and movablewith said throttle linkage; a pivoted dog, spring urged toward saidratchet bar; an electro-magnet including a locking stud for normallyholding said pivoted dog disengaged from said ratchet bar; an electriccircuit including said electro-magnet; and a normally open switch insaid circuit under control of an operator and which, upon being closed,closes said circuit to energize said electro-magnet and release saidpivoted dog for holding engagement with said ratchet bar and therebylock said throttle valve in any open position to which it is set by saidaccelerator and throttle linkage.

4. In a throttle control apparatus for a vehicle provided with aninternal combustion engine having a fuel throttle valve, an acceleratorpedal, throttle linkage between said accelerator pedal and said throttlevalve, a brake pedal, and means for locking said throttle valve in anydesired open position to which it is set upon depression of saidaccelerator pedal: the improvement which comprises an electro-magneticlocking device which includes a supporting member mounted adjacent saidthrottle linkage; a toothed sector pivotally mounted upon saidsupporting member; means connecting said sector with said throttlelinkage for movement therewith; a dog pivotally mounted on saidsupporting member and biased toward cooperative engagement with saidsector; a set actuator mounted upon said supporting member including anelectro-magnet; means controlled by said electro-magnet for normallyholding said dog disengaged from said toothed sector; an electriccircuit including the electromagnet of said set actuator and a normallyopen manually operable switch; a release actuator mounted upon saidsupporting member and including a second electro-magnet; and a secondelectric circuit including the electro-magnet of said release actuatorand two normally open switches, one of which is closed upon energizationof said set actuator electro-magnet, and the other of which is closedupon depression of said brake pedal to energize said release actuatorelectro-magnet and thereby automatically release said dog from holdingengagement with said toothed sector.

5. In an automatic throttle control apparatus for an internal combustionengine having a fuel throttle valve normally urged toward a closed oridling position, an accelerator pedal, throttle linkage between saidaccelerator pedal and said throttle valve, a brake pedal, and means formaintaining said throttle valve in any desired open position to which itmay be set through depression of said accelerator pedal; the improvementof an electro-mechanical locking device comprising a toothed memberattached to and movable with said throttle linkage; means cooperatingwith said toothed member for holding said throttle linkage and throttlevalve in any desired open position to which they are set throughdepression of said accelerator pedal; said last named means including aset actuator and a release actuator; an electric circuit for said setactuator including a normally open manually operablepush switch; and anelectric circuit for said release actuator including a pair of normallyopen switches, one of which is closed by said set actuator and the otherof which is closed through depression of said brake pedal.

6. In an automatic throttle control apparatus for a vehicle providedwith an internal combustion engine having a fuel throttle valve, anaccelerator pedal, throttle linkage between said accelerator pedal andsaid throttle valve, a brake pedal, and means for locking said throttlevalve in any desired open position to which'it is set through depressionof said accelerator pedal: the improvement of an electro-magneticlocking device comprising a toothed member attached to and movable withsaid throttle linkage; a pivoted member cooperating with said toothedmember for holding said throttle linkage and throttlevalve in anydesired open position to which they are moved by depression of saidaccelerator pedal; means for engaging said pivoted member with saidtoothed member including an electro-magnet; a first electric circuit forsaid electro-magnet including a normally closed switch and a normallyopen manually operable switch the latter of which upon being manuallyclosed elfects closure of said first electric circuit to energize saidelectromagnet and engage said pivoted member with said toothed member; asecond electric circuit for said electro-magnet including a normallyopen switch and a current limiting resistor; and means actuated by said,electro-magnet to close said normally open switch in said secondelectric circuit whereby upon depression of said brake pedal thenormally closed switch of said first electric circuit is openedtodeenergize said electro-magnet and disengage said pivoted member fromholding engagement with said toothed member.

7. In a throttle control apparatus for an internal combustion enginehaving a fuel throttle valve, an accelerator pedal, linkage between saidpedal and throttle valve and means for locking said throttle valve inany desired open position; which comprises an electro-magnetic lockingdevice which includes arcuate shaped segment composed of two members,one of said members being formed with teeth and being adjustablerelative to the other member, said segment being secured to said linkageand circuit means for controlling said electro-magnetic locking deviceto engage said segment to retain said throttle valve in any position towhich it is set by said accelerator.

References Cited in the file of this patent UNITED STATES PATENTS815,321 Keith et al Mar. 31, 1906 2,136,295- Hausen Nov. 8, 19382,533,836 Patterson Dec. 12, 1950 2,643 747 Comstock June 30, 1953

